The 2027 Royal Enfield Himalayan 750 graduates the adventure line from the single-cylinder class up to a 743cc parallel twin, and toward long-distance touring. It’s the first new Royal Enfield 750 since the 1962 750 Interceptor. The new 750 shares neither its engine nor its frame with the Himalayan 450, which stays in the lineup. The 750 is the first Royal Enfield with cruise control, two front discs, adjustable suspension damping, and IMU-informed rider aids. Bookings are open in Europe, while we await the arrival date and pricing for the United States.
The new 743cc twin starts from Royal Enfield’s 650. It keeps the 650’s SOHC layout, air/oil cooling, and 67.8mm stroke. The bore widens from 78mm to 83.5mm for the 95cc displacement increase. Royal Enfield says about 90% of the parts are new. The list includes plated cylinder bores, higher valve lift, shorter cooling fins, and magnesium engine covers. Those covers, a single throttle body, and a 2-into-1 exhaust keep engine weight about the same as the 650’s. An uprated version of the twin powers the also-new Continental GT 750.
The twin makes 54 horsepower at 7000 rpm and 46 lb-ft of torque at 5000 rpm. That’s 7 more horsepower and 8 additional lb-ft than the 650 twin. Royal Enfield says 90% of the 750’s peak torque starts at 3500 rpm. That’s about 42 lb-ft, more than the 650 makes at its peak. Power goes through a 6-speed transmission and an assist-and-slipper clutch to a chain final drive. A quickshifter isn’t offered.
Five ride modes tune the electronics, with data from a six-axis IMU. Road Sport, Road, Trail, and Rain modes, plus a Custom mode, change engine mapping, ABS behavior, and traction control. Lean-sensitive traction control can be set to High, Medium, Low, or Off in any mode.
A new steel spine frame uses the engine as a stressed member. The box-section spine has pressed-steel outriggers, a departure from the tube frames on Royal Enfield’s other twins. Wheelbase is 59.9 inches, rake is 27.9 degrees, and trail is 4.8 inches. Curb weight is 494 pounds with a 90% full tank, about 60 pounds more than the Himalayan 450.
Showa suspension has adjustability at both ends. The fully adjustable inverted 43mm cartridge fork has 7.5 inches of travel. The linkage-mounted shock has 6.9 inches of wheel travel, rebound-damping adjustment, and a remote spring-preload adjuster. That’s less travel than the Himalayan 450’s 7.9 inches at each end, and ground clearance drops from 9.1 inches to 8.1 inches.
The 750 runs a 19-/17-inch wheelset, making it more street-aimed than the 450’s dirt-ready 21-/17-inch pairing. The wheels are cast aluminum or wire-spoke, depending on the model, with 110/80-19 and 150/70-17 tires. Wire-spoke bikes wear Vredestein Centauro XR rubber, and cast-wheel bikes wear Ceat Crossrad tires. Tire pressure monitoring is standard.
Two front discs are a Royal Enfield first. The 280mm discs are squeezed by two-piston Bybre calipers, and the 255mm rear disc also has a two-piston caliper. Cornering ABS is standard, and the rear ABS can be switched off.
Seat height is about 32 inches, with accessory seats in both height directions. Rider and passenger have separate seats. A low seat drops the height to 31.3 inches, and a touring seat raises it to 32.9 inches. A touring passenger seat is also offered.
The 750 is set up for distance. Cruise control and a centerstand are standard, and the windscreen adjusts through five positions and 2.4 inches of height without pulling over. The 4.7-gallon tank and Royal Enfield’s European fuel-economy figure, about 53 mpg, work out to roughly 250 miles. Payload is 428 pounds.
A 4-inch round TFT dash handles navigation and connectivity. It shows full-screen Google Maps, connects via Wi-Fi and Bluetooth for calls and music, and is operated with a joystick and switchgear. Wingman 2.0, Royal Enfield’s connected-bike system, adds 4G and GPS. Other standard equipment includes a 7-inch LED headlight, self-canceling turn signals, an emergency brake light, a key immobilizer, and USB-C ports rated at 27W and 10W. The forged-aluminum shift lever and brake pedal have tips that fold on impact.
Antarctic Silver is the loaded version. It rides on wire-spoke wheels and adds Givi hard panniers with mounts and inner bags, a Givi top case, heated grips, handguards, and an aluminum skid plate. The Givi cases mount without a separate rack. Siberia White and Viking Bronze also have wire-spoke wheels, while Aztec Green and Tectonic Black have cast wheels.
The Himalayan name now covers a touring bike. The 450 handles the trail duty with its 21-inch front wheel, longer travel, more ground clearance, and lower weight. The 750 is about the larger twin-cylinder motor, touring equipment, and an electronics suite no Royal Enfield has had. At 54 horsepower, the air-/oil-cooled engine gives away power to liquid-cooled middleweight adventure bikes, so equipment and price will have to carry the day. We will know more when we see the US prices.
Benda motorcycles are beginning to make a ripple on US shores with four intriguing and competitive models, courtesy of its partnership with Keeway Group. We were impressed with the Napoleonbob 500 and have now gotten our gloves on the persuasive, entry-level 2026 Benda Chinchilla 300, with its modest MSRP of $4999. It would be difficult to design a more welcoming entry-level cruiser than this easy-handling, visually appealing boulevard bobber. Editor Don Williams and Associate Editor Kelly Callan discuss the Benda Chinchilla 300 and how it actually rode for them.
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Our guest this episode is Jesse Merriman, Chief Technician for Jeremy McWilliams at the Arch Motorcycle racing project. Arch Racing was founded by Gard Hollinger and Keanu Reevs to compete in the Moto America Super Hooligan race series. Teejay Adams chats with Jesse about the Arch motorcycle and the challenges of extracting the absolute most from an air-cooled V-Twin racing engine and custom chassis.
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Here’s quick reminder to check out our monthly digital magazine. It’s filled with everything you want to read on motorcycling, including some things you’ve probably not seen elsewhere. It’s absolutely free and you will find it on the Apple App Store and of course on Google Play as well.
Don’t forget to leave us your comments on our social media—we’re on all the usual platforms at Ultimate Motorcycling. We love hearing your feedback… so good or bad, please let us know what you think. If there’s something you’d like us to cover, we’d love to hear those ideas too!
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